Valve for spitermal-corbbustion engines



No. 752,304. I I PATENTED FEB. 16,1904.

6. B. 'SARGENT. v VALVE FOR INTERNAL COMBUSTION-ENGINES;

APPLIOATION FILED NOV. 14. 1902.

H0 MODEL. 3 SHEETS-SHEET 1.

PATENTED FEB. 16, 1904.

C. E. SARGENT. VALVE POE INTERNAL COMBUSTION ENGINES.

LAPPLIOATION FILED NOV. 14, 1902.

3 SHEETS-SHEET 2.

N0 MODEL.

- 6.3.;SAR ENT.

VALVE FOR INTERNAL COMBUSTION ENGINES.

APPLIUATION FILED NOV. 14, 1902.

up uonm. s sums-41mm a.

" PATENTBD FEB. 16, 1964.

Patented February 16, 1.904.

ATENT. OF ICE.

CHARLES siinenn'r,

OF'CHICAGO, ILLINOIS.

VALVE FCR iNTERNAL-GOMBUSTION ENGSNES.

SIEGIFIGATION iorming part of Letters iatent No. 752,304, dated February 16, 1904.

Application filcdll b H, 1902. Serial No. 131,309. (No model.) i

To all whom it may concern:v

Be it known that 1, CHARLES E. SARGENT, a citizen of the United States of America, residing at Chicago, in the county of Uookand State of Illinois, have invented certain new and useful Improvements in Valves for Internal- Combustion Engines, of which the following is a specification. I

My invention relates to certain improvements in valves for internal-combustion engines designed especially with reference to use in an engine of this class provided with means for cutting'ofi the admission of the charge before the end of the first forward stroke of the piston, the operation of such means resulting in the creation of a reduced pressure within the' cylinder during the remainder of the stroke and of a certain amount of suction upon the valve.

One of the principal objects of the valve is to provide 'means for burning kerosene or a similar fuel to get the best results, from which some provision must be made to.vapori-ze the same before ignition.

In the drawings, Figure 1 is a vertical diametrical section transverse to the cylinder through the Valve. 2 is a perspective of a piston-valve forming a part of the complete valve.- Fig. 3 is a view similar to Fig. 1, except as to the position of the valve. ,1 Fig. t is a view similar to Fig. 3, showing the valve in the intermediate position in which both exhaust and air-inlet ports areclosed. Fig. 5 is a vertical diametrical section longitudinal of the cylinder through the valve. Fig. 6 is an enlargement of a portion of Fig. 5, and Fig. 7 is a section transverse to that of Fig. 6 in the line 7 7 offthe latter figure.

A cylinder is shown at A, provided with an ordinary water-jaeke and a'port a, extend v ing to a valve-chamber nt one end of the cylinder. This valve-chamber contains an annular recess (6 through which the exhaust may escape, and lower down another recess a,

through which the air may enter. Both .recesses are partially inclosed by avalvc-casing I or bushing B, having exhaust-ports Z1 and inletports Z/ connecting with the exhaust and inlet passages, respectively. Within the valve-casing is fitted a vertically-sliding pis- 'shoulder (2 forming,

ton-valve C, having about its upper portion an annular groove 0, adapted to connect the interior of the cylinder with the exhaust-ports, and below said groove a slot 0', adapted when in proper position to register with the inlet. ports of the casing. The piston-valve is hollow and is connected with a hollow spokes or bridges guided in acap D, secured to and closing the bottom of the valve-casing. The cap is hollow and coned upwardly and has a central dependstem by ing boss (I, which guides the valve-stem.

The latter bears below the cap a pair of nuts E E,

groove, of a lever F, pivotedat f to a bracket Gr, secured to the cylinder, said leverextending beyond the pivot and carrying a roller f running upon a cam H, fast upon a camshaft I, journaled in' the bracket G, and rotated by suitable connections with the working parts of the engine. tends to crowd the forked end of the lever down and hold the roller on the cam. l/Vithin the hollow stem is guided the stem is of a puppet-valve K, seating upon the top of the valvecasing and rising automatically by suction from within the cylinder and also positively when forced upward by the piston-valve, as seen in Fig. 1. The cap D has a vertical forming between them an annular;

in which is guided the forked end f'65- 0 the hollow stem being A coiled spring J together with the adjacent bushing, an annular cup at the bottom of the valve-casing, which substantially fits the bottom of the piston-valve. This cup is connected, by means of a port n, with a pipe N, leading to an oil supply and containing a check-valve n to prevent flow of the oil from the valve. The annular cup or channel is connected upon the opposite side by means of a series of openings 0 with a drain -port 0',

connected by a pipe 0 with a suitable receptacle for overflow-oil which in certain cases may be the oil-supply itself. A check-valve 0 is interposed in this pipe to prevent movemerit of the oil therein into the valve. A turnplug P, provided with a beveled top p and a hand-wheel 1), provides means closing the lower overflow or drain openings, thereby ad-- any requirement the height of the justing to overflow. The lower portion of the pistonvalve is bored upwardly from the bottom tops of some of these'recesses are bored diagonally, as seen at 7*, 1n a direction toward at r to form a series of recesses, and the the interior of the piston-valve. The cam H is provided with three parts it 71. k of different radii, the lowest, la, corresponding to the lowest position of the piston-valve which said valve has almost reached in Figs. 3 and 6. This is the position of the valve during the admission of the charge. The highest part corresponds to the exhaust position of the valve, (shown in Figs. 1 and 5,) and the intermediate part corresponds to an intermedis ate position in which both the exhaust-ports and the air and admission ports are closed.

. This is the position of the valve during the compression and working strokes and the normal position during the remainder of the admission-stroke after the inlet-ports have been closed.

The" operation of the valve is as follows:

Commencing with the valve in the position shown in Fig. 4 just after the air-inlet port has been closed, the further movement of the piston on the admission -stroke rarefies the charge within the cylinder and creates suction within the latter, which raises the puppet-valve and reduces the pressure within the interior of the piston-valve. The suction caused by this reduction of pressure draws oil into the lower part of the valve-casing through the inlet-port 'n. At the end of the admission-stroke of the piston or as soon thereafter as the compressionstroke brings the compression within the cylinder to a proper degree the puppet-valve closes and any excess of oil beyond the desired charge drains off through the overflow-openings 0. The piston now proceeds on the remainder of the compression-stroke, completes the working stroke, and at the commencement of the exhaust-stroke the cam H raises the piston and puppet valve and allows the exh aust to pass off. At the end of the exhaust-stroke the valve is forced downward by the spring J, strikes the oil, forces the latter up through the openings in the valve, and sprays it up through the interior of the valve upon the hot puppet-valve K. During this operation-the recesses in the bottom of the piston-valve which are not connected with the interior ofthe valve act as air-reservoirs to take up the shock when the valve strikes the oil and to give back the force taken up in the way of a continuous stream of oil during the time the valve remains in its lowest position. This is the position which admits the air through the inlet-ports, andthe piston being upon the first forward stroke ,the mingled air and vaporized oil are drawn mains open.

The closing of said port completes the cycle and brings us back to the starting-point.

Much of the novelty herein more or less completely disclosed is claimed in-my pend- 5 ing applications, Serial Nos. 14,553, 14,555, 14,556, and 131,063. 2

I do not limit myself to the exact construction herein described, but believe the essential portions of the same to be as follows. 7

I claim as new and-desire to secure by Letters Patent 1.- In an internal -combustion engine, the combination with a cylindrical valve-easin g, of a hollow piston-valve reciprocating vertically therein, a puppet-valve closing the top of the piston-valve, an oil-chamber in the bottom of the valve-chamber into which the piston-valve descends and from which it forces the oil, an

inlet-passage through which the oil may enter 30 said chamber by suction from within, passages directed from said chamber toward the interior of the piston-valve and suitable blind airreceptacles adapted when the piston comes down, to provide air-cushions to-take up the 5 shock when said valve strikes the oil and to lengthen the time of flow of the latter into the interior of the piston-valve, substantially as described. i 2. In an internal-combustion engine, the 9 combination with a cylinder, of a valve-cham-.

her, a reciprocating valve therein, an oil-re ceptacle in the bottom of the chamber, into which the valve descends, and from which it crowds the 'oil', an inlet through which the oil may be drawn by suction, a check-valve in said inlet to prevent outward flow ofbil, an overflow-opening in the" wall of the oil-chamber and suitable means for regulating the height of said overflow-opening, substantially as describe'd. w

3. In an internal-combustion engine, the combination with a valve-chamber having a port through which oil may be drawn into the same by suction-and a check-valve to prevent 5 outward flow,of an adjustable overflow to regulate the amount of oil in the chamber, comprising substantially an overflow-opening, a plug seated upon said opening and having a beveled top communicating therewith and 1 adapted by its rotation to regulate the height of said opening, substantially as described.

In witness whereof Ihave signed the above application for Letters Patent, at Chicago, in

the county of Cook-and State of lllinois, this 5 7th day of November, A. D. 1902. p CHARLES E; SARGENT.

. SHnRvE'Y,

Witnesses:

GHAs. S. Buss 

